Change-speed transmission



- 5 G T. RANDOl; -2,-383,615 Q CHANGE SPEED TRANSMLSSLON 'OriginaLFiled Dec. 28, 1940 3 Sheets-Sheet 2 Aug? G. T. RANDOL CHANGE SPEED TRANSMISION Original Filed Dec.. 28;

1940 3 Sheets-Sheet 3 Patented Aug. 28, 1945 UNITED STATES PATENT lQFFlCEQ g 2,383,615: I, CHANGE-SPEED TRANSMISSION f Glenn T. RandoL'St, Louis, Mo". Original application December '28; 1940, Serial No.

372,047. Divided and this application Ap'ril'l, 1943, Serial No.48 2,091 1 '17 Claims. (01. 744,33)

This application is a division of my prior application for Change speed transmissions, Serial No. 372,047, filed December 28, 1940.

The invention relates to change speed transmissions and more particularly to an improved arrangement for obtaining a plurality 'of' gear ratios.

One of the objects of my invention is to produce an improved change speed transmission in which several forward and reverse gear ratios can be obtained by a single movable member movable in opposite directions from a central neutral position.

Another object of my invention is to produce a change speed transmission of the kind above referred to which is so constructed that it can be controlled .by a single shifting lever movable in a single plane and in such a manner that the conventional H-slot shifting arrangement can be retained without the necessity of complicated linkage construction between the shifting lever and the gearing and also be well adapted for use on motor vehicles as now' on the market'and which lends itself to ready installation in place of conventional equipment.

Other objects ofmy invention will'l cecome apparent from the following description taken in connection with the accompanying drawings in which Figure 1 is partial sectional side View of a change speed transmission embodying my invention, the parts being in neutral position; Figure 2 is a, perspective View showing'the shifting handle and the manner in which it is associated with the steering column and wheel; Figure 3 is a sectional view taken on the line 3-3 of Figure 2; Figure 4 is a, partial sectional top view of the change speed transmission with parts shown in high speed position; Figure'5 is arear endview of the change speed transmission; Figures 6, 7, 8 and 9 are sectional views taken on the lines 6-6, -'!-l, 8-8, and 9-9, respectively; of

Figure 1, showing the positive clutch and-synchronizing means there-for in neutralpositionsi Figures 10 and llzare sectional views taken on lines lil--l0 and I ll I, respectively, of Figure 4, showing the parts in operative high speed position; Figures 12 and 13 are sectional viewssimilar to Figures 8 and 9 but showing the parts in operative second speed position; Figure 14 is a perspective view of the transmission driven shaft and the structure carried thereby; Figure 15 is a perspective view of the rotatable. shifting member positioned in the driven shaft; Figure 16 is another view of the rotatable shifting member showing how certain parts are associated therewith; Figure 17 is a View showing the rail in the transmission casing upon which is sliclable the 'singleshifting fork; and Figure 18 is an enlarged view of one end of the synchronizer operating -'-plungers and associated parts.

I have illustrated the transmission embodying my invention as being associated with an automobile but itis to (be understood that it may be 'used wherever a, change speed transmission is de- In'Figure lthe engine I is connected to the drive shaft 2*"of the change speed transsirable.

mission-through the usual clutch (not shown) actuated by clutchpe'dal 3 and positioned in the clutch housing 3; To this clutch housing is s e.

cured the casing 40f the change speed transmission. The driven shaft 5 of the transmission is connected in the usual manner through'differential gearing tothe Wheels of the vehicle. This driven-shaft is of hollow construction and extends into the," transmission. housing to a point adjacent the driveshaft 2 where it is pilotedin the gear 6 integral with the driving shaft 2. The gearfi is inconstant mesh with a. gear 1 of a cluster of gears rotatably mounted on a countershaft 8 having hearings in the housing and positioned parallel to the axially aligned drive and drivenshaftsfl In addition togear I, the cluster of gears also consists of a second speed gear 9, a lowyspeed gear In vand areverse gear II,- the latter being in constant mesh with an idler'gear 12 mounted on "a Stlllb shaft I3.

' Asbestshown in Figure 14, the rear portion of the drivenshaft 5 is provided with external splines l 4 upon which is slidably mounted a combined'lowqand reverse gear l5 for continuous rotation with the driven shaft. The splined portion ofithe driven shaft is also provided with opposed'axially extending slots l6 and I1 which receive pins l8 and I9, respectively, carried by gear l5, said pins being of such length as to 7 project slightly-within the hollow portion of the driven shaft. V p

'I'he'forward end portion ofthe driven shaft ahead of thesplines is of smooth construction and extends'into an integral annular flange 20 on gear 6;

Between gear 6 and the splines is a second speed gearZLrotatably mounted on vthe smooth portionof the driveushaft and constantly meshingwith gear 9 on the countershaft. This'gear 2i hasa forwardly extending annular flange '22 whichabuts the flange 20 of gear 6. The flange 20 is provided-with a plurality of recesses 23 on-"lts inner'surface (see Figures 6 and 10) and flange 2-|-has similar recesses 24 on its inner surface-{see Figures-Band l2).

Within the hollow portion of the driven shaft is a clutch actuator shaft 25 (Figures 15 and 16) which is capable of relativerotation only with respect, to said driven shaft. The forward end of this actuator has a reduced portion 26 which is piloted in a bearing 21 positioned in driving shaft 2. The rear portion of the clutch actuator shaft isof cylindrical, formand its; surface is provided with two;gro'oves28 and 29, the former receiving the endof pin IB and the latter the end of pin l9, previously referred to. straight portions 30 and 3| on opposite sides of the shaft which are interconnectedbya curved portion 32. Similarly, the groove 29 hasstraight portions 33 and 34 on opposite sides of the shaft which are interconnected by ai-cl rved portion 35. The straight portions 30 and 33'are at one end of the cylindrical portion of the shaft and the straight portions 3| and 34 are at the opposite ends. By this construction it is seen that by -movin'g gear forwardly from its central or neutral position, as shown in. Figure 1, the clutch actuating shaft 25 can be rotated approximately '60 degrees in a clockwise direction Figure 14) relative to the driven shaft and if said gear is 'm'oved rearwardly, shaft 25;,can be rotated approximately-60 degrees in a counter-clockwise direction relative to thedriven shaft.

- The forward end of the clutch actuating shaft 25is formed with threeribs 36 spaced 120 degrees apart and between these ribs and the portion 26 collar 31 shrunk onto the shaft, said collar being of a diameter equal ,to that of the cylindrical portion 25. This collar and the piloted portion 26 support the forward end of the driven shaft. Extending throughithe collar and the clutch actuating shaft is a square hole 38 in WhiCh is positioned plungers 39 and, 40 having 'interposed therebetween a spring 4|. These plungers, under certain conditions, are adapted to engage with synchronizing shoes 42 carried by the forward end of the driven shaft and cause them to frictionally engage with a ring 43 secured to the inner surface of gear 6. The shoes and ring are-made of bronzeor some equivalent material. The forward end of the driven shaft also carries" three rollers 44 positioned in three slots 45 in the shaft spaced 120 degrees apart. These "rollers are normally biased by a split spring ring 46 in order to project into the hollow part of' the driven shaft where they can be engaged bythe i ribs 36Uwhen the clutch actuating shaft is rotated in a counter-clockwise direction, as indicated by the arrow in Figures 6 and The ring 46 lies 'within a groove '41 in flange 20. When the clutch actuating shaft 25 is rotated to move the rollers 5 outwardly, the spring willexpand and each roller will project up above the surface of the driven shaft and engage with a recess 23 in said flange to thereby connectgear 6 to the driven shaft so I that power can be transmitted directly from the drive shaft 2 to driven shaft 5.

The groove 28 has spring ring lies in a groove 56 in said. flange 22.

It is to be noted that the rollers 54 are staggered with respect to rollers 44 associated with gear 6, this staggering relation being such that when the clutch actuating shaft 25 is in its neutral 3 position where all the rollers are held inwardly,

Theclutch actuating shaft 25 at a point just rearwardly of the ribs 36 is provided with a second square hole 48 in which is positioned plungers 49 and 50 having 7 interposed therebetween a spring 5|. These plungersare adapted, under certain conditions, to cooperate with wnchroniz- I ing shoes 52 carried by driven shaft 5 and lying A cooperating friction ring 53 beneath gear 2|.

The driven shaft just foris secured to g'ear 2|.

,ward of the synchronizing shoes 52 carries three rollers 54 lying in slots 55spaced 120 degrees apart in the drivenshaft. These'rollers are normally held in theirinner'positions by a spring ated when shaft 25 is rotated.

the ribs on the clutch actuating shaft lie on one side of -rollers 44 and on opposite sides of rollers As best shown in Figure 18 wherein is disclosed an enlarged 'view of one of the plungers, namely,

p1unger48,'and the related structure (the other plungers have the same construction), said plunger is provided with a rounded nose 5'! and the edges '58 and 59 adjacent the inwardly projecting portion 60 of the synchronizing shoes are all rounded in order to facilitate the disengagement of said plunger, from the shoe when the clutch-actuating shaft is rotated to such a position to bring the plunger from a position beneath the shoe to a position engaging the inner surface of the driven shaft. In the inoperative or neutral position of the clutch actuating shaft all the plungers :will be in engagement with the inner surface of the driven shaft and out of engagement with the synchronizing shoes which they are adapted-to actuate. This condition is shown in Figures 7 and 9 which is the inoperative or .neutralposition of theclutch actuating shaft.

The plungers are so related to each other that When'the shaft is turned in a counterclockwise direction, plungers 39 and 40 will become operative to position the synchronizing shoes outwardly and plungers 49 and 50 will remain inoperative, since they continue to engage with the inner surface of the driven shaft. When the clutch actuating shaft is turned in the opposite direction, plungers 49 and 50 willbecome operative to position the synchronizing shoes 52 outwardly and splung'ers 39 and 40 will remain inoperative. The

synchronizing shoes will become operative before "ribs 35 actuate the rollers since the ribs intheir neutral positionsare spaced slightly away from the'rollers and do not engage said rollers until the corresponding synchronizer shoes are oper- I The means for moving gear 15 and rotating the clutch actuating shaft 25 comprises a shifting fork 5| having. a cylindrical portion 62 slid- 2 ably mounted on a rod 63 carried on the side of the casing adjacent the closure plate 64. This rod,'as shown in Figure 1'7, is provided with a recess 65 for cooperation with a detent 66 carried by tne cylindrical portion 62 (see Figure 1).

This detent, when in recess 65, determines the neutral position of the change speed transmission. The rod 63 oneach side of the recess 65 is formed with inclined surfaces El and 68 and at the ends of these surfaces are shoulders 69 and-.70 against which the detent 66 is adapted [to abut and thus determine the low and reverse positions'of the transmission which are the extreme positions to which gear 15 can be shifted in opposite directions from its neutral position. The cylindrical portion 62 is also provided with a lug H which is received in the forked end of an arm 12 secured to a stub shaft 13 mounted in a bearing 14 of the cover plate and extendlow speed, the main clutch controlled-by clutch pedal 3 is disengaged and handleBB moved ing to the exterior of the housing." The outer end of shaft "I3 has secured thereto another lever 15 for rotating said shaft. and lever I2;to:move

the shifting fork in opposite directions. Connected to lever 75 is a rod I6 which'extendsforwardly and upwardly to where it is connected to an arm 'I'I secured to a shaft 18.. 'Ihisi shaft IB is mounted on the steering column. 19' of :the automobile and extends parallel to the column. The-lower end of the shaft has bearing in a bracket 80' secured to the lower portion "of the handle to that required to shift the parts toobtain difierent speed ratios and also toprovide definite positions for the different operative positions of the transmission. The handle"86"is biased outwardly by a spring 89 whereby" the projection 81 will normally lie inthe'portion of the H-slot designated by the letters -S and H and indicating the second and highspeed positions, respectively, of [the transmission. These legs of the H-slot are shorterthanthe other legs designated by theletters L and R and corresponding'to the low andreverse speeds of the transmission. Thus when projection '81 is in the portion of the -H- s1ot corresponding to the second and high speed positions} handle 86 is capable of rotating shaft "18 through a smaller angle than when the projectio'nis iii the low and reverse portionof the H-slot. In order to'put projection 81 in alignment with tneinw and reverse portions of the H-slot the* handle need only be pushed axially inwardly by a finger of the operator when the pin coincides-with the cross-over portion of the H-sl'ot, said position corresponding to the neutral position 'of {the change speed gearing'as designated by th letter In the operation of my improved on transmission and the control means threfor, the neutral or inoperative position" of the par'ts tions the handleBB will be in such position that projectiona'l will lie inthe center of the S and H slots and in the position marked fNx, The sliding gear I5 of the change speed gearing will be centrally located on the splined portion of the driven shaft and half-way between tlif l o w speed countershaft gear I and reverse i dlergear I2. The detent of the shifting fork- 6| will: en} gage in the recess 65 of the supporting-rail63.

If it is desired to place the transrnissio the axially toward the steering column to place pro jection 81 in alignment with the'legs ofthejslot marked L and R. The handle is the'n pulled downwardly so that the projection 31 will move to the end of the slot marked L. The swinging of the handledownwardly in the plane of the steering wheel will cause rotation of shaft I8 and by meansof rod I6 and levers I and" 0 use the shifting fork 8| to be moved forwardly to the left, asshown in Figures'l and Land-tea e i d.

position where gear I5 engages gear II! on the countershaft to'thereby connect the countershaft tovthe driven shaft through said gears. 'Since therd riving shaft 2' is. continuously connected by gearsxIi and "I-to'said"-countershaft,-power can thenbe transmittedfrom driving shaft 2 to driven shaft 5 and'then to the wheels of the vehicle when the 'mainclutch is engaged.

As 'gear I5 is movedforwardlwpins l8 and I9 carried thereby and extending into grooves 28 and 29"will cause'relative rotation of the clutch actuating'shaft 25 in a clockwise direction, as

viewed'in Figure 14. Because of the curvedthestraight portions (ill and, 33 of the'grooves.

The "rotation of the shaft 25 will first cause plungers- 39 and 40 (see Figures '7 and 1) to be moved to 'a'position where'they can act on the synchronizing shoes 42 and thus force these shoesQ outwardly into frictional engagement with 'the ring 43 carried by gear 6. If the vehicle is stationary,-aslwill be the case if the vehicle is to be started from stopped position. the :driving'shaftl'2 and the driven shaft 5 will both be stationary due to the fact that the main clutch is disconnected'from the engine. 'Therefore, no; synchronizing action will take place. The rotation of theclutchectuating shaft 25 to'cause p1ungers 39 "and 40 to act on the synchronizing 'shoeswill be such as to bring ribs 36 into engagement with rollers 44. Continued rotation 'of the clutch'actuating shaft will now cause rollers 44 to be's hoved radially outwardly and into" a recess 33 to thereby connect the driving shaft 'to the driven shaft. When this con-; 'nection takes place, gear I5 has reached the v pointindicated in Figure 4. This is a high gear 1 position of the parts;

As the gear is moved further'forward to engage gear ID, the clutch actuareas shown in Figure 1. Under the and 33 of thefgrooves; I I I I I I If the transmission is in low speed position andback to its neutral position.

:ating shaftwill-continue torotate in a clockwise direction; as seenin Figure 14, or a counterclockwise direction as viewed in Figures 6 and 10. Thus. the" ribsbeyond the rollers will permit these-rollers tobecor'nedisengaged from recesses .23: under the action 0f the spring ring 46. The

driven shaft will then bedisconnected from the driving shaft and as 'this takes place, gear I 5 will :reach'the. position where it begins to engage 'gear I0; The clutch actuating shaft will no lohger be rotated as the gears are brought intofull engagement due to the fact that pins I81 and I9'are now in the straight portions 30 it is desired to place it in second speedposition,

-t-he m ain clutchis disengaged and then the gear shifting handle-is broughtback to the cross slot 'of'th e" H-slot and the projection 8'! allowed to become aligned with theS ,l'eg 0f .the H- slot; 5

'g'aged' from the countershaft gear I0 and moved As soon as gear gear I0, pins I8 I5 becomes disengaged from and I9 will c'ause the clutch "actuatingshaft 25 to be rotated in a counter-clockwise,direction {(fig'd ii) thereby actuating the synchronizing shoes AL-engaging, rollers44 with recesses 23,

andth'en permitting their disengagementthere from- 4 V esult o fcontinued rotationof said shaft. Because the synchro'nizer action becomes This 'will"result in gear I5 being disen- 60 degrees.

' by ribs 36, there will be no difiiculty in engaging the rollers, notwithstanding that the driven shaft and thedriving shaft may [be rotating at differentspeeds when gears .l'and N are disengaged. The synchronizing action is sufficient to bring the'driving and driven shafts to approximately equal speeds at the time that the rollers are moved outwardly to engage the recesses 23. 7

After. gear l5 has beenbrought back to its central position bythe movement of the handle 85, the handle is then moved upwardly in a plane parallel to the plane'of the steering wheel so that the projection 81 goesto the end of the porton of the slot marhed SJ This will cause gear tomove rearwardly -or to the right, as viewed in Figures" 1 and 4. The pins, by means of grooves 28 and 29, will. continue to rotate the clutch actuatingshaftin a counterclockwise direction as viewed in Figure 14, the extent of relative rotation being approximately This rotation of the shaft will move it from the position shown in Figures 8 and 9 to the position shownin Figures 12 and 13. The first part of the rotation will cause the plungers 48 and to assume a position where they can apply pressure to the; synchronizing shoes 52. After this occurs, -the' ribs 36 will then engage the rollers 54 and force them outwardly into a recess 24 and thus cause second speed to be operative when the main clutch is'engaged. The engagement of the synchronizing shoes with gear 2| will cause this gear to rotate with substantially the same speed as the driven shaft and when the rollers are forced outwardly,"they will easily engage their recesses and thus rollers to engage smoothly.-

If it is desired to place the transmission in highspeedposition, the main clutch is disenpermit the gaged and then handle 86 is pulled downwardly so that the projection 81 is moved to the end of the slot marked H. as shown in dotted lines in Figure 2. This will now cause gear I5 to be moved from the position where second speed is engaged to the position where high speed is engaged. The high speed position of the levers and I2 employed in moving gear I5 is shown in dotted lines in Figure 1-. Themovement of this gear will, by means of pins I8 and 19, cause relativerotation of the clutchengaging shaft through an angle of approximately degrees in a clockwise direction (Figure 14). The ribs 36 will thus be moved from beneath the rollers 54 permitting their disengagement and: then {m moved into the position shown in Figure 10 I wherein rollers 44. will be movedout into the recesses 23 and connect thedriving and driven shafts together for direct drive when the main Prior; to the movement of (J these rollers 44 outwardly, plungers 38 and 49 clutch is engaged.

will become operative to move the, synchronizing shoes 42 outwardly and cause the driving shaft to be brought into substantial synchronous speed with the driven shaft whereby said rollers can be easily engagedv as already. described. The high speed position of the parts is shown in Figures 4, 10, and 11.

If reverse speed is desired at any time, the

main clutch is disengaged and then the .gear

shifting handle 86 is first moved axially and then upwardly so that the projection 81 is at the end of the slot marked R. This will cause gear I5 to bemoved rearwardly to engage the idler gear shaft 25. will be rotated in a counter-clockwise direction (Figure l ly-by means of the pins I 8 and If! so as to cause first the operation of the synchronizing friction shoes- 52, the. engagement of the rollers 54 with their recesses, and then permit their disengagement, all prior to the engagement of the gear l5 with the idler-gear 12. Since reverse gear is generally selected when the automobile is at a standstill, the synchronizing friction shoes 52 will not perform any work as the gear 2| and driven shaft 5 are stationary.

In the operation of the transmission just described, it is seen that in order to obtain low speed ratio it is necessary to cause engagement and disengagement of the high speed ratio, and to obtain reverse gear ratio it is necessary to cause engagement and disengagement 'of the second speed ratio. However, this is not a disadvantage since it is very easy to pass through the sec ond and high speed ratios due'to the fact that the synchronizingmeans employed with each set of clutch rollers isoperative in both directions of. rotation of the clutch actuating shaft. In other words, the synchronizing means permits synchronization before clutch engagement when the clutch actuating shaft is rotated in one direction to cause clutch engagement and then disengagement and also permits synchronization before clutch engagement when said shaft is rotated in the reverse direction. The arrangement also hasrnany advantages in normal operation of an automobile since the secondland high speed gear ratios are employed to a greater extent than the other gear ratios, low speed gear being used only in starting the vehicle froma standstill or in going up a heavy grade. To obtain either sec- 0nd or high, it is only necessary to shift the shifting handle 86 back and forth in-a plane par- "it is not necessary to axially move the gear shifting handle at any time except when it is desired to place the transmission eitherin low or reverse speed. The arrangement'also permits asimplified connection between the gear shifting handle and the gear box as all shifting takes place by a back and forth movement, there being no necessity for a .cross-over as is present standard practice. 4

Th change speed transmission is very compact inarrangement and permits easy selection of the different speeds. Anyspeed can be selected and engaged at any time. The clutchv engaging shaftoperates the clutch rollers only bya rota .tive movement, there being no necessity for longitudinally shifting this shaft, The arrangement of the clutch rollers is such that little synchronizing action is required for their engagement since they are positioned close to the axis of rotation-:where the differences in. linear speeds are not great. Also the. clutch roller mechanism permits the use of a light detent spring since the axial power thrust through the transmission can- .not cause the clutch rollers to slip orjunip out l2. During this movement the clutch engaging .1: of engagement, and thismateriall reduces the manual effort required to render either. second.

or high speed ratio operative or inoperative.

Beingaware of the possibility of. modifications.

in. the particular structure hereindescribedwithout, departing from the fundamental: principles of my invention, I do not intend that its scope be limited except as set forth by the appended claims] Having fully described my invention, what I claim as; new and desire to secure; by Letters- Patent of the United States is:

1. In a change speed transmission, a: driving shaft, a hollow driven shaft, a countershaft geared. to the driving shaft. and provided with second, low and reverse gears, an idler gear driven by the reverse gear, a secondspeedgear rotatable. on the driven shaft and meshing. with the second speed countershaft gear, a. slidable low' and reverse gear splined to the driven shaft andmovable; in. one direction to engage the. low speed countershaft: gear and in the opposite direction. to engage the idler gear, clutch means for connecting the drivin shaft to the driven shaft, clutch. means for connecting the second speedv gear; to the driven shaft, means operable by the sliding movement of the low and reverse gear in direction for causing one of said clutch means to be operable and then inoperable prior to the engagement of said gear with a cooperating gear and in the opposit direction for causing the other clutch means to be operable and then inoperable prior to the engagement of said gear with its other cooperating gear, and means forsliding the low and reverse gear in opposite'direc-- tions. I

.2; In a change speed transmission, a driving shaft; a. hollow driven shaft, -a countershaft geared to the driving shaft and: provided with second, low and reverse gears, an idler gear driven by the reverse gear, a second speed gear rotatable 0n the driven shaft and meshing with the second speed. countershaft gear, a slidable low and reverse gear splined to the driven shaft and movable in. one direction to engage the low speed. countershaft gear and in the opposite.

direction to engage the idler gear, clutchmeans for connecting the driving shaft to the driven shaft, clutch means for connecting the second speed gear to the driven shaft, means operable by the sliding movement of the low and reverse gear in. one direction for causing one of said. clutch means to be operable and then inoperable prior to the engagement of said. gear with a cooperating gear and in the opposite direction for causing the other clutch means to be operable prior to the engagement of said gear with its other cooperating gear, and means for sliding,- the low and reverse gear in opposite directions, said last named means comprising a rotatableshaft positioned in the hollow driven shaft and means for rotating the rotatable shaft in. opposite directions through predetermined angles.

' 3. In a change speed transmission, a driving shaft, a driven shaft, a countershaft geared to the driving shaft and provided with second, low and reverse gears, an idler gear driven by thereverse gear, a second speed gear rotatable on the driven shaft and meshing with the second speed countershaft gear, a slidable low and reverse gear splined to the driven shaft andmovable in one direction to engage. the low speed countershaft gear and in the opposite direction to engage the idler gear, a clutchv actuating ele-- ment, means for moving said actuating. element inxopposite directions by the. sliding movement ating shaft positioned in the hollow portion of synchronizing means nizing means; to:

of the. low and reverse gear from central positiorr and. prior to engagement of said gear with its cooperating gears, clutch means for connecting: the secondspeed gear tothe driven shaft,

said clutelr means to Ice-operative and then inoperative: and: in the opposite; direction for causing the other clutch means to; be operable and then inoperable, andxmeans forjmoving. the low and reverse, gear in: opposite directions.v

' 4., In a, change. speed: transmission, a; driving shaft, -a, hollow driven. shaft, a. countershaft geared. to: the: driving shaft and provided. with second, low and; reverse. gears, an idler gear driven by the. reverse. gear; a secondspeed gear rotatable on the driven shaft. and meshing with the second; speed countershaftgear, a slidable low and. reverse gear splined to. the. driven shaft.

and movable in one; direction to engage: the low speed.- countershafzt. gear and in the opposite direction. to engage the idler gearga rotatable clutch actuating shaft position in the hollow portion of the: driven shaft, means. for rotating said actuating. shaft: in. opposite directions by the. sliding; movementof the low and-reverse gear from central position. and prior. to. engagementof said. gear with its. cooperating. gears,

clutch: means for: connecting. the. driving. shaft to the driven shaft, other clutch meansf'orconnecting; the second speed. gear to the driven shaft, means.- operable by the rotation of said actuating; shaft in-onedirection. for causing one of able. on the driven shaft, and: meshing with the second. speed countershaft. gear, a slidable low and reverse-gear. splined? to-the driven shaft and movable in; one direction. toenga-ge the low speed counter-shaft. gear and. in the opposite direction to engage the idler. gear, a rotatable clutch actuthedriven shaft,.'means for rotating said actuating; shaftin opposite directions by the sliding movement Of" the. low and reverse gear from central position. and prior to engagement of said gear; with cooperating gears, clutch means forconnecting the driving shaft to the driven shaft, synchronizing means associated with the clutch: means, other clutch means for connectin the: second speed gear to the-"driven shaft, associated with said" other clutch means, means operable by the rotation of said: actuating: shaft in one direction from a predetermined position for causing a synchro be operative, next the companion' clutch. means to be operative and then inoperative; means operable by the rotation of said actuating shaft in the opposite direction from{ said predetermined position for causingthe other synchronizing means to be operative, next the: other I clutch means to bdoperative and then inoperative; and; means for moving the low and reverse gear in. opposite directions.

6..In. a:- change speed: transmission having a ear slidable in opposite directions for obtain-,

, means; operable: by the movement of. said actuat- 4 ing; element. in; one direction; for causing, one of gear in one direction toward but prior to engagement with a companion gear for causing one of the clutch means to be operative and by,

an additional sliding movement in the same direction and also prior to engagement with said companiongear for. causing, said clutch means to be inoperative, means operable by a predetermined sliding movement of said sliding gear inthe opposite direction toward but prior to engagement with its other companion gear for causing the other clutch means to be operative and by an additionalsliding movement in the same direction. and also prior .to engagement with said other. companion gear for causing said other clutch means to be inoperative, and means for. sliding said slidable gear in opposite directions. .v v

7. In achange speed transmission having a gear slidable in opposite directions on a driven shaft for obtaining low and reverse speed ratios by engagement with companion gears on a countershaft and with independentclutch means for clutching membersto the driven shaft for obtaining second and high speed ratios, a rotatable clutch actuating member, means for rotating said member by a predetermined sliding movement of said slidable gear inone direction toward but prior to engagement with a companion gear. for causing one of the clutch means to be operative and by an additional sliding movement in the same direction and also priorto engagementwith said companion gear for rotating said member further-and causing said-clutch means to be inoperative, means for rotating said member by a predetermined sliding movement of said slidable gear in the opposite direction toward but prior to engagement with its other companion gear for causing the other clutch means to be operative and by an additional sliding movement in the same direction and also prior to engagement with said other companion gear for rotating said member further and causing said other clutch meansto. be inoperative, and means for sliding said slidable gear in opposite directions. l

8. In a change speed transmission, a driving shaft, a hollow driven shaft, a countershaft geared to the driving shaft and provided with second, low and reverse gears, an idler gear driven by the reverse gear, a second speed gear rotatable on the driven shaft and meshing with the second speed countershaft gear, a slidable low and reverse gear splined to the driven shaft and movable in one direction to engage the low speed countershaft gear and in the opposite direction to engage the idler gear, a rotatableclutch actuating shaft positioned in the hollow portion of the driven shaft, means for rotating said actuating shaft in opposite directions by the sliding movement of the low and reverse gear from central position and prior to engagement of said gear with its cooperating gears, clutch means comprising radially movable elements carried by the driven shaft for connecting the driving shaft to the driven shaft, other clutch means comprising radially movable elements carried by the "driven shaft for connecting the second speed gear to the driven shaft, means on the actuating shaft and operable by the rotation thereof in one direction for causing one of'sa'id clutch means to be operative and then inoperative, means on'the actuating shaft and operable by a rotation thereof in the opposite direction for causing the other 1 clutch means to be operable and then inoperable, and means for moving the low and reverse gear in opposite directions whereby the high and second speed gear ratios can be made operative by predetermined movements or the low and reverse gear ratios can be made operative by ad-'" ditional movements beyond said predetermined movements.

9. In a. change speed transmission, a driving shaft, a driven shaft having a hollow portion, a

slidable gear splined to the driven shaft, a gear its engaged position with the cooperating gear.

for first causing the clutch means to be operable and then inoperable prior to said slidable gear reaching the gear engaging position, and means for sliding the slidable gear,

. 10. In a change speed transmission, a driving shaft, a hollow driven shaft, a slidable gear splined to the driven shaft, a gearfor cooperative engagement with the slidable gear by. its movement in one direction from a predetermined position, means for driving the last named geari from the driving shaft, means comprising clutch means for connecting the driving shaft to the driven shaft, means comprising a rotatable member in the hollow driven shaft for causing the clutch means to be operable and then inoperable by rotation of the member in one direction, means operable by the sliding movement of the slidable gear from its predetermined position to its engaged position with the cooperating gear for so rotating said member as to cause the clutch means to be operable and then inoperable prior to the slidable gear reaching gear engaging position, and means for sliding said slidable gear.

11. In a change speed transmission, a driving shaft, a hollow driven shaft a slidable gear splined to the driven shaft, a gear for cooperative engagement with the slidable gear by its movement in one direction from a predetermined position, means for driving the last named gear from the driving shaft, means comprising clutch means for connecting the driving shaft to the driven shaft, means comprising a rotatable member in the hollow driven shaft for causing the clutch means to be operable and then inoperable by rotation of the member in one direction, means operable by the sliding movement of the slidable gear from its predetermined position to its. en-

igage'd position with the cooperating gear for so by movement thereof in opposite directions from a predetermined position, means for driving the two gears from the driving shaft, clutch means for connecting the driving shaft to the driven shaft, means including a second clutch means and gearingfor connecting the driving shaft to the driven shaft, means including a member in the hollow driven shaft operable by the sliding movement of the slidable gear in one direction from its predetermined position for causing one clutch means to be operable and then inoperable prior to the engagement of the slidable gear with one of the two cooperating gears and in the opposite direction from said predetermined position for causing the other clutch means to be operable and theninoperable prior to the engagement of the slidable gear with the other of the two cooperating gears, and means for sliding the slidable gear in opposite directions.

13. In a change speed transmission, a driving shaft, a hollow driven shaft, a slidable gear splined to the hollow driven shaft, two gears for cooperative engagement with the slidable gear by movement thereof in opposite directions from a predetermined position, means for driving the two gears from the driving shaft, clutch means for connecting the driving shaft to the driven shaft, means including a second clutch means and gearing for connecting the driving shaft to the driven shaft, means comprising a rotatable member mounted in the hollow driven shaft for causing one clutch means to be operable and then inoperable when the rotatable member is rotated in one direction and for causing the other clutch means to be operable and then inoperable when the rotatable member is rotated in the opposite direction, means for rotating said member to cause one clutch means to be operable and then inoperable when the slidable gear is moved to engage with one of the two cooperating gears but prior to the engagement with said gear and for rotating the member in the opposite direction to cause the other clutch means to be operable and then inoperable when the slidable gear is moved in the other direction to engage with'the other of the two cooperating gears but prior to its engagement with said other gear, and means for sliding the slidable gear in opposite directions.

14. In a change speed transmission, a driving shaft, a'driven shaft, a slidable member'rotatable with the driven shaft, a member for cooperative engagement with the slidable member by movement thereof from a predetermined position, means for driving the last named member from the driving shaft, other driving means between the driving shaft and the driven shaft and comprising a rotatable element, means for causing said other driving means to become operable and then inoperable by a rotation of the element when the slidable member is moved from its predetermined position toward engagement with the cooperating member but prior to engagement therewith, said predetermined position of the slidable member being neutral condition for all power transmission between the driving and driven shafts, and means for sliding the slidable member.

the slidable member 15. In a change speed transmission, a driving shaft, a driven shaft, a slidable gear rotatable with the driven shaft, a gear for cooperative engagement with the slidable gear by movement thereof from a predetermined position, means for driving the gear from the driving shaft, other driving means between the driving shaft and the driven shaft and comprising a non-slidable gear. rotatable on the driven shaft and a rotatable cooperative engagement with the slidable memher by movement thereof in opposite directions from neutral position, means for driving the two members from the driving shaft, two other driving means between the driving shaft and driven shaft and comprising an element movable by and spaced from the part cooperable with the two members, means for causing one of the last named driving means to be operable and then inoperable by the element when the slidable member is moved from its neutral position toward engagement with one of the cooperative members but prior to engagement therewith, means for causing the other of i the last named driving means to be operable and then inoperable by the element when the sliding member is moved in the opposite direction from its neutral position toward engagement with the other of said cooperative members but prior to engagement therewith, said neutral position of the sliding member being the neutral condition of all power transmission between the driving and driven shafts, and means for sliding the slidable member.

17. In a change speed transmission, a driving shaft, a driven shaft, a slidablegear rotatable with the driven shaft, two gears for cooperative engagement with the slidable gear by movement thereof in opposite directions from a central position, means for driving the two gears from the driving shaft, two other driving means between the driving shaft and driven shaft and comprising an element spaced from the gear and connected therewith for movement by the gear'when moved from the central position, means for causing one of the last named .driving means to be operable and then inoperable by the element when the slidable gear is moved from its central position toward a cooperative engagement with one of the gears but prior to engagement therewith, means for causing the other of the last named driving means to be operable and then inoperable by the element when the sliding gear is moved in the opposite direction from its central position toward a cooperative engagement with the other of said two gears but prior to engagement therewith, and means for sliding the slidable gear.

GLENN T. RANDOL 

